Current Government Fleet and Procurement Practice

1 Executive Summary

2 Background to Report

3 Summary of Report Findings and Baseline

4 Improving Performance

5 Data Analysis

6 Survey and Phone Interviews

7 Vehicle Costing and Fuel Consumption Data

8 Case Studies

Appendix A: List of Organisations and Key Groupings

Appendix B: Survey Questionnaire

Appendix C: Organisations Surveyed

Appendix D: Detailed Data Analysis

Appendix E: Detailed Survey Results

Appendix D: Detailed Data Analysis

11.1 Fleet composition by organisation category

The fleet data provided on 21,401 vehicles was categorised by the key organisations, as defined by the Ministry for the Environment and listed in Section 5.1.1. The abbreviations used for each of the key organisation categories are stated below.

• public service department (PSD)
• non-public service department (NPSD)
• Offices of Parliament (OOP)
• Crown entities (CE)
• district health boards (DHB)
• territorial authorities and regional councils (TLA).

A full list of the organisations in each category is in Appendix A.

Some of the data included 239 non-government department vehicles (1 percent). These were excluded, leaving a total of 21,162 government vehicles for analysis. Table 11-1 provides the total number of vehicles within each government organisation, along with the average fleet size for each organisation category.

About 96 percent of all government vehicles are found within four organisation categories: public service departments, non-public service departments, district health boards and territorial authorities and regional councils. Crown entities and Offices of Parliament make up a very small portion of the total government fleet data (0.1 percent and 3.6 percent respectively).

Table 11-1: Total number of vehicles by organisation

Organisation	Total number of vehicles	Percentage of vehicles	Average fleet size, within category
Public service department (PSD)	5,559	26.3	143
Non-public service department (NPSD)	5,808	27.4	447
Offices of Parliament (OOP)	26	0.1	26
Crown entities (CE)	758	3.6	190
District health boards (DHB)	3,468	16.4	124
Territorial authorities and regional councils (TLA)	5,543	26.2	58
Total	21,162

11.2 Fleet engine size

The dataset was categorised into eight broad engine size categories ranging from 1000 cc to greater than 10,000 cc.

The data shows that the majority of vehicles with smaller engine sizes (< 2500 cc) have been procured by public service department organisations, Crown entities, district health boards and, in part, by territorial authorities and regional councils. Vehicles with larger engine sizes (> 2500 cc) tend to be found in non-public service department organisations and the territorial authorities and regional councils; and both categories have vehicles with very large engine sizes (4001-10,000 cc and > 10,000 cc). It is expected that the large engine size vehicles are mainly goods van, trucks and utility type vehicles (New Zealand Police, New Zealand Defence).

Most vehicles owned or leased by district health boards (88 percent) are between 1001 and 2000 cc in engine size. TLA and regional councils' fleets include a wide range of vehicle sizes, which may be a reflection of the diversity of environmental conditions and roles that councils perform.

Considering the government fleet as a whole (refer to Table 11-2 and Figure 11-1), the 1601-2000 cc category is the largest, making up round 28 percent of the government fleet vehicles. Furthermore, 48 percent of the total fleet have an engine capacity of 2000 cc or less, and 77 percent of vehicles have an engine size rating of between 1001 and 3000 cc.

Table 11-2: Number of vehicles by engine size

View number of vehicles by engine size (large table).

Table 11-3 provides an overview of the most frequent engine sizes as determined from the Fleet Check audit information. The data suggests that most of the organisations audited operate fleets with an average 1700 cc engine size. This average is consistent with the engine size ratings shown for the total government fleet (that is 1601-2000 cc).

Table 11-3: Engine sizes from FleetCheck audit information

Organisation	Engine size ranges	Most frequent engine size
		Engine size	% vehicles
A	750-8200cc	1500 cc	50%
B	1400-3500cc	1701-2000 cc	66%
C	1400-2200cc	1600 cc	30%
D	1400-3500cc	2100 cc	52%
E	1100-7000cc	1400-1500c c	46%
Average		1700 cc

Table 11-4 shows the optimal engine size depending on the driving conditions, that is, whether the vehicle is used mainly for city driving, city driving with steep hills, or open road driving (highway driving). Using the EconoDrive guidelines and research on typical pool car use, it is likely that the average-sized government vehicle is oversized for those uses where driving is primarily city-based or with one or two passengers. However, examination of vehicle use allows organisations to determine more adequately a 'fit for purpose' approach.

Table 11-4: Optimal engine size to suit primary use

Typical load of passengers (equivalents)	Primary place of use
	Town/city; optimal engine size required (litre)	Town/city with steep streets; optimal engine size required (litre)	Open road; optimal engine size required (litre)
1	1.2-1.3	1.2-1.3	1.6
2	1.2-1.3	1.2-1.3	1.6
3	1.3	1.5	1.6-2.0
4+	1.5	1.5	2.0

Source: EconDrive, EECA, 2001

11.3 Fuel type

Fuel type can have a number of environmental implications, from the type and quantity of emissions created when the fuel is burnt, to whether the fuel is from a renewable or non-renewable source. Carbon dioxide is emitted from the combustion of both petrol and diesel, but less carbon dioxide is produced per litre of diesel consumed than for each litre of petrol that is consumed. [2.5 kg of CO₂is produced per litre of diesel consumed, compared with 2.7 kg of CO₂per litre of petrol consumed.] However, for the lower quality diesel used in New Zealand, the emissions of other harmful gases such as hydrogen sulphide and nitrogen oxides are likely to be higher from diesel than from petrol. Diesel consumption is also likely to produce greater quantities of fine particulates (commonly referred to as 'soot') than that produced from petrol.

Petrol and diesel are both non-renewable fuels, while alternative fuels such as ethanol and biodiesel are renewable. Recent technology developments have included the refinement of hybrid petrol-electric vehicles (commonly referred to as hybrids) and the powering of vehicles using hydrogen fuel cells. Hybrid vehicles still use non-renewable petrol fuel, but the consumption is greatly reduced by the use of an electric motor (which typically charges during acceleration or braking, depending on the type of hybrid technology used). Vehicles powered by hydrogen fuel cells are still under development and are not yet commonly available in New Zealand.

Data analysis

The three main fuel types identified from the Ministry of Transport dataset are diesel, petrol and natural gas, which includes both compressed natural gas (CNG) and liquid petroleum gas (LPG). Figure 11-2 shows the percentage breakdown of vehicle fuel type, grouped for each key government organisation. There is a small number of hybrid vehicles within the government fleet, including two within the Accident Compensation Corporation fleet and one within the Auckland City Council fleet. However, the information supplied from LANDATA does not allow identification of hybrid vehicles.

The following statements are made for vehicle fuel types, as based on both the LANDATA information and on findings from FleetCheck assessments that have been previously carried out using the Energy Efficiency and Conservation Authority fleet auditing methodology.

Seventy-five percent of the government department vehicles are petrol fuelled.

• Approximately 25 percent of the government department vehicles use diesel as the main fuel source. These vehicles tend to be owned by territorial authorities and regional councils, non-public and public service departments.
• CNG and LPG as fuel sources form a very small proportion of the total government fleet vehicles (eight vehicles within the data set). These vehicles are within the territorial authorities and regional councils and non-public service department fleets. In particular, New Zealand Defence, Palmerston North City Council, New Zealand Police, Hamilton City Council, Waitaki County Council and Taranaki Health.
• From the FleetCheck audits, where fuel type of vehicles was provided, it was evident that the ratio of petrol to diesel was typically 2:1 (greater than 50 percent), except for organisations where specialised vehicles were required (larger engine sizes) that used mainly diesel.

11.4 Vehicle transmission

Typically, vehicles with a manual transmission have lower fuel consumption than the automatic equivalent. Therefore, manual transmission vehicles can be considered environmentally preferable. However, for safety reasons, a number of agencies may select automatic vehicles. An example of this is territorial authorities that use vehicles for roadside inspections. Automatic vehicles can offer safety benefits by allowing a faster take off when vehicles merge back in with the traffic stream. Typically, automatic vehicles are more expensive than the manual equivalents, in the order of $1000 to $2000. [The assumption of a $1000 to $2000 price difference between manual and automatic vehicles is based upon a review of new vehicle prices given on the Toyota New Zealand website (www.toyota.co.nz accessed 01/10/05).]

Data analysis

The three categories for vehicle transmission noted from the data set were automatic transmission, manual transmission and continuously variable transmission. [As with automatic transmission, a continuously variable transmission does not require manual gear changes, but the technology differs from a typical automatic transmission. A continuously variable transmission system also makes it possible to vary progressively the transmission ratio and allow the selection of an infinite number of ratios between a minimum and maximum value.] Figure 11-3 shows the percentage of vehicles with each transmission type. From the data set provided, around 10 percent of vehicles had no data on the vehicle transmission type. Around 64 percent of government vehicles are manual transmission, 35 percent automatic transmission and 0.5 percent continuously variable transmission.

11.5 Age of vehicles

Newer vehicles tend to be more fuel-efficient, have lower emissions and more in-built safety features. As vehicle designers become more aware of environmental considerations, features such as recyclability of parts also become a feature.

National legislation is also a key driver to improving the recyclability of vehicles, with draft European legislation requiring an 80 percent recycling rate and 100 percent take-back of vehicles at their end of life. Similarly, Japan, a major supplier of New Zealand vehicles (new and used), is developing legislation to require vehicles to be 95 percent recovered by 2015. The New Zealand Green Party has proposed that a refundable deposit be included within new vehicle pricing, to cover the costs of the final disposal of the vehicle. The deposit would be recorded on ownership papers and paid out to the final owner upon delivery to the wreckers.

Data analysis

Figure 11-4 shows the number of vehicles by the age of the vehicles. Figure 11-5 shows the age of the vehicles by the different government department categories. The data shows that around 80 percent of the total fleet was first registered in the year 2000 or later. (It is assumed that these were New Zealand new vehicles, rather than used, imported vehicles.) The rest of the vehicles were registered in 1999 or earlier. The data also show that all vehicles registered in 1960 or earlier are registered to non-public service departments (80 percent) and territorial and regional councils (20 percent).

A review of the FleetCheck audit information shows that most of the organisations operate a fleet with average age of less than four years. This is fairly consistent with the LANDATA information indicating that about 80 percent of the fleet is less than five years old. The typical turnaround on leased vehicles is a maximum of 45 months. This suggests that an economical term for fleet vehicles is slightly less than four years, which agrees with fleet check results. These figures are also consistent with FleetSmart recommendations for fleet passenger vehicle replacement between 36 to 45 months. Tax implications, residual values and initial capital costs all affect the economic breakpoint for fleet vehicle replacement. For light commercials including utilities, vans, mini-buses or vehicles with a higher fit-out cost (shelving, sign writing and lifting equipment) the economical term should be extended to 60-72 months.

11.6 Make and model of vehicle

The relevance of a vehicle make to sustainability depends on vehicle features such as engine size, fuel type and consumption rating (discussed elsewhere in this section). The relevance of vehicle make to sustainability may be more difficult to assess, although some vehicle manufacturers do incorporate sustainability objectives into their business strategies. The level of research and development may differ between manufacturers. Commercial sensitivities make it difficult to get information on this, but the level of advances in technology is seen in aspects of vehicle performance such as fuel consumption. Actual fuel consumption data provided by FleetSmart (refer Table 11-5) show a range of fuel economy across different makes depending on engine size, age and model, with the Toyota Prius hybrid being the best performer.

Limitations of Table 11-5 data

• Vehicles where the FleetSmart database had fewer than 20 varieties in a group (that is, by model, year, engine and transmission) were excluded. The vehicle models shown all had between 20 and 185 vehicles within each group, except Toyota Prius data, collected over six vehicles.
• Actual fuel usage is taken from purchases on the cards allocated to the vehicles, so fuel purchased using other methods of payment will not be included. Nor is it known if the fuel card has been used to purchase petrol for other vehicles.
• Vehicles in the FleetSmart database with low usage (anything under 500 kilometres) were excluded due to insufficient data.
• Vehicles with fuel fills that were not possible, for example, records showing that a vehicle was filled with 100 litres of fuel, were excluded from the assessment.
• Only vehicles less than five years old were included in the assessment.
• While FleetSmart focuses on odometer monitoring compliance, any results that showed odometer readings that did not appear sensible were excluded.
• The FleetSmart information does not specify the sorts of trips the vehicles are used for, that is, whether they are used mainly for open road (highway) driving or for city driving.
• The correct petrol type (91 or 96 octane) cannot be guaranteed to have been used in the analysis. This information is available from the FleetSmart database, but it was too complex to verify each transaction across the number of vehicles.
• Actual fuel data is related to driver behaviour.

Table 11-5: Actual fuel consumption

View actual fuel consumption (large table)

Data analysis

Around 80 percent of the government fleet vehicles are Fords, Holdens, Mazdas, Mitsubishis, Nissans and Toyotas. The other 20 percent are vehicle models such as Daewoo, Kia, Jeep, Land Rover, Subaru, Volvo, Fiat and Mercedes Benz.

Toyota is dominant in the public service department and district health board categories while Holden dominates in the non-public service department category, most likely heavily influenced by the New Zealand Police Force data. There is a spread of the six most common makes within the territorial local authority category. On an individual organisation basis, the dominant vehicle make may differ significantly from the trends shown by the overall fleet. Table 11-6 shows the distribution of the most common vehicle makes, by organisation category, and Figure 11-7 provides a breakdown of the government fleet between the most common vehicle makes.

Table 11-6: Total number of vehicles by organisation and make

View total number of vehicles by organisation and make (large table)

Table 11-7 lists the 31 most common vehicle models within the government fleet - these collectively make up 75 percent of the total fleet. Within each model are various sub-models and a range of years of manufacture. Included within the top 31 vehicle models are two specialist military vehicles, the U1700L and the Pinzgauer.

The number of each vehicle model shown in Table 11-6 is the result of a manual count of the government vehicles listed by LANDATA. The accuracy of this database depends on the accuracy of the information when entered and in some cases vehicle model names have been misspelt or recorded inconsistently.

Table 11-7: Most common vehicle models

View most common vehicle models (large table).

11.7 Fuel consumption

Fuel consumption levels have implications for non-renewable resource use, greenhouse gas emissions levels and levels of other pollutants, as well as vehicle running costs. In 2001, fuel costs accounted for up to 25 percent of the operating costs of a light vehicle (EconoDrive, EECA, 2001). At a current fuel price around $1.40 to $1.50 per litre, fuel costs are expected to account for between 35 and 45 percent of the total operating costs for a light vehicle. [The assumption of fuel costs accounting for between 35 and 45 percent of operating costs is based on the full-life costing model supplied by FleetSmart for a Toyota Corolla, which is the most common vehicle within the total government fleet. This percentage will be influenced by a number of other factors such as funding options and changes in labour and servicing costs.]

Data analysis

The fuel consumption data provided by LANDATA is limited because:

• fuel consumption information has only been recorded for new vehicles and many used imported vehicles first registered for use in New Zealand since March 2005
• the values are based on manufacturers' data, rather than actual data.

11.7.1 Combined fuel consumption

LANDATA includes 960 records where fuel consumption vehicle ratings have been provided. The way in which fuel consumption information has been determined and reported by vehicle manufacturers/suppliers varies according to the vehicle's country of origin. It has been provided in a number of ways, including urban and extra urban ratings, city and highway ratings or as a single combined [Combined fuel consumption refers to a weighted average derived from the vehicle's fuel consumption rating for both urban and extra urban driving conditions. The combined fuel consumption is calculated using the following formula: Combined FC = (4.052 x urban FC + 6.955 x extra-urban FC)/11.007, where FC is an abbreviation for 'fuel consumption'.] fuel consumption rating.

However, LANDATA contains only two fields relating to fuel consumption, one titled 'urban' and the other 'extra urban'. Where urban or highway consumption ratings have been provided, these values have been entered into the 'urban' field, while extra urban and city values have been entered into the 'extra urban' field. Where combined fuel consumption ratings have been provided, these figures have been entered into the 'urban' field within LANDATA. As a result of this approach, it is assumed for vehicles with values in both the urban and extra urban fields, fuel consumption ratings have been provided either in the format of urban and extra urban ratings or highway and city ratings. For vehicles with a combined rating, only the urban field has been filled in.

To be able to compare the 960 records consistently, all urban and extra urban ratings (or highway and city ratings) have been converted to a combined fuel consumption rating, using the following relationship:

Combined FC = (4.052 x urban FC + 6.955 x extra-urban FC)/11.007

(where: FC = fuel consumption)

As well as the various ways in which fuel consumption is presented, the test methods used to establish the figures also vary. During the assessment of the LANDATA fuel consumption information, only ratings established using Australian and European test methods (947 out of 960 records) have been considered.

The combined fuel consumption ratings were sorted into fuel and diesel vehicles, as the fuel consumption of a vehicle make and model varies with the fuel type. (Petrol and diesel are the only two fuel types relevant to the 947 records included in this assessment.)

The information on combined fuel consumption ratings is summarised below in Table 11-8 and presented in Figures 11-7 and 11-8. No fuel consumption data was available for the Offices of Parliament vehicles so this category is not included in the table or the figures.

To compare with the LANDATA fuel consumption values (based on manufacturer's values), Table 11-9 summarises actual fuel consumption recorded from FleetCheck audits. It is not known whether these actual fuel consumption values relate to driving in city or highway conditions, or a combination of road conditions.

Table 11-8: Spread of combined fuel consumption ratings for government fleet

View spread of combined fuel consumption ratings for government fleet (large table)

The following are key findings for the combined fuel consumption ratings provided by LANDATA (either directly or by calculation from urban/extra urban or highway/city ratings), as presented by government organisation categories (with the exception of the Offices of Parliament for which no information was available):

The average combined fuel consumption rating over all government organisation categories (excluding the Offices of Parliament) is 9.2 l/100 km for petrol vehicles and 9.6 l/100 km for diesel vehicles.

With the exception of one diesel vehicle, the average, combined fuel economy rating of District Health Board vehicles is notably lower than for any other organisation categories. This correlates to the information provided on engine cc rating (Table 11-2), which shows that DHB vehicles are typically of a smaller engine size than those owned or leased by other organisations.

Non-public service department vehicles are the most inefficient, with most being petrol-fuelled and with an average combined fuel economy rating of 11 l/100 km.

Petrol-fuelled public service department (PSD), Crown entity (CE) and territorial local authority (TLA) vehicles have an average combined fuel economy rating of between 8.4 and 9.2 l/100 km. Fuel economy ratings for diesel vehicles owned or leased by PSDs and TLAs are 9.6 and 9.7 l/100 km, respectively (no records are available for diesel CE vehicles).

FleetCheck results for four TLAs and regional councils showed that the average actual fuel consumption rate was 10.25 l/100 km, and that the most frequent engine size was between 1400 and 2200 cc, although this varied significantly between the audited organisations. However, it is unknown if these fuel consumption ratings relate primarily to city or highway driving conditions, or a combination of the two. The fuel consumption values from the FleetCheck audits did not differentiate between petrol and diesel-fuelled vehicles.

Table 11-9: Actual fuel consumption rates from FleetCheck audits

Organisation	Km travelled for reporting period	Range of l /100 km for all vehicles	Average l /100 km
A	1,256,271	5.45-15.2	9.3
B	353,188	9.18-13.06	11.61
C	42,792	9.5-10.1	10.0
D	3,142,393	8.0-10.1	8.31
E (Petrol) (Diesel)	1,626,995 329,985	4.52-20.85 6.54-62.5	11.09 13.33
Average l /100km for petrol vehicles			10.06

FleetCheck audits show that fleet vehicles' fuel consumption can vary significantly between organisations, depending on factors such as the length and type of trips (city versus highway driving), size and age of vehicles, and how frequently the vehicles are maintained.

11.8 Emissions standards

Air pollutants such as carbon monoxide, nitrogen oxides, particulate matter, volatile organic compounds, benzene and many others are emitted into the environment by motor vehicles. Air pollutants can contribute to urban air quality problems (for example, photochemical smog), water quality problems (resulting from road run-off) and adversely affect human health and that of other living things.

Data analysis

Emissions standards, in particular the Australian, European and Japanese Emissions Standards, were analysed for 960 vehicles first registered for use in New Zealand from March 2005, and recorded by LANDATA. Table 11-10 presents the number of vehicles within each emissions standard, [Additional vehicles are recorded by LANDATA as 'AZZZZ, EZZZZ and JZZZZ's, which refer to Australian, European and Japanese emission standards respectively. However, the 'ZZZZ' signifies that the actual standard achieved by the vehicle was unknown. As this adds little value to the information, these vehicles have not been included. Additional emissions standards have also been entered into LANDATA under the following headings: JE, JGF, JKC, JKG, JU, JV. However, as only one or two vehicles are included under each of these headings they have been excluded from the analysis.] shown for both diesel and petrol standards. Descriptions of the different emissions standards for diesel and petrol, and their limits for various gases and particulates, are provided in Table 11-11.

Table 11-10: Emissions standards for 2004 and 2005 vehicles

Emission standards	Directive	2004		2005
		Petrol	Diesel	Petrol	Diesel
Australian	A79/00	-	-	425	91
	A79/01	-	-	56	-
	A80/01	-	-	-	8
European	E99102	-	-	-	1
	ECE83	-	-	1	1
	Euro II	3	-	227	32
	Euro III	-	-	11	-
	Euro IV	19	-	80	-
Japanese	J02/04				7
Total				21	939

Table 11-11: European emissions standards (units: kg/km)

View European emissions standards (units: kg/km) (large table).

From the emissions rating information available in LANDATA, it seems that most vehicles purchased during 2005 are rated as Euro II vehicles (259). The emissions standards regime in New Zealand is new, with requirements for new and used imported vehicles to meet emissions standards introduced progressively from 1 January 2004. The initial 2004 requirement for petrol vehicles is Euro II, which is likely to account for the prevalence of that standard in the LANDATA figures. The minimum requirements for vehicles manufactured after this time have become more stringent with the upgrade in fuel specifications. Other jurisdictions have different fuel specifications, so tend to have new technology vehicles introduced before New Zealand does. Emissions standards also include durability requirements and manufacturers must demonstrate the vehicle will continue to perform to the standard until typically 80,000-100,000 kilometres.

Table 11-11 shows there is a significant reduction in emissions contaminants if Euro IV vehicles are purchased compared to Euro II. The New Zealand Vehicle Exhaust Emissions Rule currently requires that all New Zealand-new petrol vehicles manufactured between January 2005 and December 2005 must meet Euro II, ADR 79/00 or J00/02 (or US 2001). However, the Emissions Rule requires petrol vehicles manufactured from 1 January 2006 to meet Euro III/ ADR 79/01 or J00/02 (or US 2001). [The corresponding standard for new diesel vehicles is ADR 79/00 & ADR 30/01, Euro 2, US 2001, or Japan 02/04. There is no requirement for used vehicles.]

11.9 Carbon footprint of government fleet

The burning of fossil fuels for transport contributes to greenhouse gas emissions.

11.9.1 Method used

To accurately calculate the carbon footprint of the government fleet, data on actual use and fuel consumption of fleet vehicles is required. However, the carbon dioxide (CO₂) emissions from the total fleet have been estimated using a method that applies a relationship between carbon dioxide emissions (kg/km) and fuel usage (l). [Methodology supplied by Land Transport New Zealand (October 2005).] This method is based on the UN/ECE 101 fuel consumption figures calculated from carbon dioxide, carbon monoxide and hydrocarbons emissions using the following formula:

FC = (0.1154/D)*[(0.866*HC)+(0.429*CO)+(0.273*CO₂)]

where: FC = fuel consumption in l/100 km

HC = measured emission of hydrocarbons in g/km

CO = measured emission of carbon monoxide in g/km

CO₂ = measured emission of carbon dioxide in g/km

D = density of test fuel (in kg/l) as measured.

By making a number of assumptions, it is possible to derive a very approximate conversion between carbon dioxide emissions and fuel consumption. These assumptions and relationship derivation are outlined below.

With modern vehicles, the emissions of hydrocarbons and carbon monoxide are small in comparison with carbon dioxide, so their contribution can be disregarded. It can also be assumed that the density of the fuel sits somewhere in the region of 0.720-0.760 g/l for petrol and 0.820-0.860 for diesel. Taking mid-points, the median density of petrol is 0.740 and 0.840 for diesel.

Therefore, the above equation becomes:

FC = 0.043*CO₂ or CO₂ = 23*FC for petrol; and

FC = 0.038*CO₂ and CO₂ = 27*FC for diesel

(These give fuel consumption results in l/100 km and carbon dioxide results as g/km).

The limitations of this method include:

• the LANDATA information is not vehicle and trip-specific, so fuel consumption rates and distances travelled will need to be assumed averages, which create room for a number of errors
• the LANDATA information data does not include kilometres travelled so it has been assumed that 15,000 km/year/vehicle is correct
• limited fuel consumption data is available from LANDATA. The limited data provided is based on manufacturers' information rather than actual data (information only collected since February 2005)
• no carbon dioxide emission estimate has been calculated for the Offices of Parliament as no fuel consumption information is available for these vehicles.

Data analysis

Based on the above method, the total mass of carbon dioxide calculated for each organisation is summarised in Table 11-12 below. The total mass of carbon dioxide calculated for all government fleet vehicles is 112,000 tonnes of carbon dioxide emissions per annum, with 32,547 tonnes generated by diesel government vehicles and 79,453 tonnes generated by petrol vehicles.

Table 11-12: Carbon dioxide emissions from government vehicles

Organisation	Total number of vehicles		CO2 emission (tonnes)
	Petrol	Diesel	Petrol	Diesel	Total
Public service department	4,451	1,108	20,822	7,026	27,848
Non-public service department	3,943	1,865	25,177	12,073	37,250
Crown entities	757	1	3,836	0*	3,836
District health boards	3,277	191	14,052	1,199	15,251
Territorial authorities and regional councils	3,375	2,168	15,566	12,249	27,815
Total	15,829	5,333	79,453	32,547	112,000

11.10 Vehicle safety

Vehicle safety should be considered during the vehicle procurement process, and is typically based on the results of crash testing and/or data collected from accident records. Vehicle safety ratings may consider both the safety of the vehicle occupants in the event of a crash, and the impact on occupants of other vehicles (for accidents involving two or more vehicles). For agencies that require staff to carry equipment in the vehicles, other safety considerations such as the ease with which equipment can be lifted in and out of the vehicle may be important to consider during the procurement process.

Vehicle safety considerations can also include factors such as how quickly drivers can merge back into the traffic stream (particularly important for occupations that require roadside inspections). However, this type of safety issue is related to vehicle power, performance and transmission, rather than to safety ratings.

Data analysis

LANDATA does not specifically record information relating to the safety rating of vehicles in the government fleet. However, a number of safety rating guides can be reviewed for specific vehicle makes and models, and age range. Vehicle safety guides, both as downloadable documents and online databases, are available from the Land Transport New Zealand (LTNZ) website www.landtransport.govt.nz.

A list has been compiled of the 31 most common vehicle models within the total government fleet, which make up 75 percent of the total fleet. Two of the top 31 models are specialised vehicles used by the New Zealand Defence Force with no readily available safety rating information. This list of the most common vehicle makes was compared with two vehicle safety guides (with the exclusion of the specialised Defence Force vehicles) and the results are shown in Tables 11-13 (based on used car safety ratings) and 11-14 (based on new car safety ratings).

The two vehicle safety guides referred to for this assessment were the Used Car Safety Ratings guide [The Used Car Safety Ratings are based on actual test data from New Zealand and Australia, which has been analysed by Monash University's Accident Research Centre. Safety ratings are provided for vehicles manufactured between 1982 and 2003.] and the Australian New Car Assessment Programme crash test results for new vehicles. [Safety information for new vehicles is based on the results of crash testing carried out by the Australian New Car Assessment Programme (ANCAP), of which Land Transport New Zealand is a member. Two crash tests are performed on each vehicle model, an offset frontal test and a side impact test, as these tests simulate two of the most common crashes that occur on our roads. Recent results also include pedestrian tests, which replicate crashes involving child and adult pedestrians where impacts occur at 40 km/hour.] The analysis of vehicle age showed that around 80 percent of the government fleet vehicles were manufactured between 2000 and 2005, so safety ratings were compiled only for vehicles within that age range.

Where a field in the tables contains only a dash, no information was available from the safety rating guide for that particular make and model, as manufactured between 2000 and 2005.

The following abbreviations and/or symbols are used in Table 11-14 for the new car ANCAP rating:

Abbreviation/symbol	Significance of abbreviation/symbol
AB	Airbag
Star rating from 1 to 5 stars	No definition is provided on the Land Transport New Zealand website for the significance of each individual star rating. However, it can be assumed that the greater the number of stars the safer the vehicle. Comparisons are made between differing models of similar weights.

Table 11-13: Safety ratings for 30 most common government vehicles (used vehicle ratings)

View safety ratings for 30 most common government vehicles (used vehicle ratings) (large table)

Table 11-14: Safety ratings for 30 most common government vehicles (Australian New Car Assessment Programme ratings)

View safety ratings for 30 most common government vehicles (large table).

11.10.1 Discussion of safety ratings

Used vehicle safety ratings are available for 24 of the vehicles listed in Table 11-13. Of those 24 vehicles, 10 have passenger protection ratings of either better or significantly better than average, 12 have average passenger protection ratings and two have worse or significantly worse ratings.

The used vehicle safety guide also provides ratings for the amount of harm the vehicle causes to other vehicles should a crash occur, and this information is available for 23 vehicles listed in Table 11-13 (including two Ford Falcon models). Of those 23 vehicles, six have been rated as causing less or significantly less harm than average to other vehicles, 10 are rated as causing an average amount of harm and seven have been rated as causing more or significantly more harm than average to other vehicles.

Australian New Car Assessment Programme ratings were available for 17 vehicles listed in Table 11-14, including two Holden Commodore, Holden Astra and Toyota Camry models manufactured between 2000 and 2005. Of those 17 vehicles, one scored five stars, eight scored four stars, seven scored three stars and one scored a two-star rating.